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Tema: Hilo de TEMPORADA 2014 de FORMULA 1

  1. #31
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    Un mini off topic.

    Familiares del Boing 777 desaparecido de Malaysia Airlines, han tenido que ser trasladados a otro hotel porque en el que estaban alojados había sido reservado por Ferrari para el GP de Malasia.


    Missing MH370: Families Forced From Hotel By Ferrari F1 Team

  2. #32
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    El próximo 14 de abril, la FIA atenderá la apelación de Red Bull sobre la descalificación de Ricciardo.


    FIA to hear Red Bull appeal on April 14th

  3. #33
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  4. #34
    Ferrari F14 T front wing analysis

    By Andy Urlings on 16 Mar 2014, 21:41
    The F14T sported a completely new wing at the second Bahrain test. The wing was largely expected due the spec used at the launch and first 2 tests was a very simple one. They changed basically everything with the exception of the endplate.


    I'll be splitting this article in 5 paragraphs: background & evolution, endplate, main wing, cascades and complete picture

    Background & evolution

    The roots of the wing go way back to 2011. During the Korean Grand Prix weekend Ferrari trialed a totally new wing concept, at the time more akin to the Red Bull one, for the next season. They actually found the wing an immediate improvement and decided to run it for the rest of the season. In general concept/philosophy the wing and cascades were kind of similar to the ones above, although it had a lot less elements and was simpler.

    Coming in 2012, they changed the endplates. The back-end treatment of those would remain very largely the same until this very day, having the last few centimeters bend outwards and having a small, inverted vertical piece attached to it. The main wing would gradually evolve during the 2012-2013 period, gaining elements, slots and overall complexity. The cascades would follow the same path until the 2013 United States GP, changing the outer cascade to a 3 element one. That one is featured on the current spec.
    Over the period 2012-2013 Ferrari struggled with wind tunnel correlation issues, which was evident by the wide variety of endplate slots, very often trialing several designs during free practice but getting none the wiser. We'll see during this season if Ferrari finally hacked it.

    Endplate

    Looking at the endplate in its current iteration, we can notice Ferrari built further on its general design: a straight vertical plate and the aforementioned back-end treatment (colored yellow). The bend in the endplate diverts air, air bled off from the wing elements, outwards in a more fluent way while the attached lip completely blocks air from the footplate, while also creating a small low pressure zone behind it. They probably didn't extend the lip more to above to avoid too much drag and boundary layer buildup. I assume Ferrari put these solutions there to get air away from the tire.
    New for this year there is a horizontal slotted plate on top:

    I think this is an evolution from last year's small horizontal strake at the back of the endplate. It created/creates a vortex at its rear tip, while also carefully guiding air. This year they extended that strake across the complete length of the endplate. The slot probably is there to bleed off air, keeping air underneath the horizontal plate more attached, which benefits the vortex at higher speeds.

    Finally, we have Ferrari's latest slot solution in the endplate:

    Compared to previous years, Ferrari has chosen for a far more modest slot arrangement, having a thin one at the base of the endplate merging with a bigger one nearer the back. The thin one bleeds off high pressure air from the bottom wing elements. Since the latter elements have a much higher AoA, thus creating airflow with an even higher pressure, a bigger slot is needed to sufficiently get that away. That airflow is at lower speeds useful to bleed to underneath the wing elements, but at higher speed can lead to stalling issues. Bleeding off this high pressure air instead out of the endplates remedies the issue. Just before the big slot Ferrari installed a small outwards-bending flap, which creates a low pressure zone. This aids the extraction of the aforementioned high pressure air.
    Most of the air on the outside of the endplate ends up blocked by the vertical lip at the back, turning this air into very low energy air, which easily gets sucked into the low pressure area behind it and send away from the tire.
    It's a complex structure. We'll see if Ferrari solved their correlation issues and holds on to this design.

    Main Wing

    Although in terms of philosophy an evolution dating back from 2011, it’s a new design even compared to last year. It has, compared to last year’s FW, in absolute terms one additional element, bringing the count up to 7, but in contrast has less far reaching slots. In fact it only has one slot completely through and through, although a few more end up close to that.


    The first 3 elements are inside the main plane. Ferrari very carefully detailed these elements. I believe they shaped the overall structure into a venture tunnel, trying to speed up airflow, drop pressure and increase downforce. It’s also beneficial, in conjunction with the other elements, to reduce tire wake, since the airflow gets up washed and not send into the tire. Also note the relief change at the edge of the neutral center zone.

    This works together with the 4th element:


    I believe they use it to accelerate and straighten airflow (dark blue arrows) along the Y250 axis. This is a small, but pretty nice solution, which should be extra beneficial when the car is in yaw. The higher energetic airflow also benefits splitter and floor.
    The last flap(s) was/were a bit puzzling me at first. Normally their tips should be reserved for sharp edges creating powerful vortices. On pictures it looked like it not only just merges those tips, but also just creates a stomp tip. Eventually one picture showed it actually has a protruding tip (red circle) but due the clean white of the livery it was difficult to spot. This tip is responsible for the infamous Y250 vortex (light blue), a critical vortex for airflow towards the splitter, floor and eventually diffuser. I’m not 100% sure, but I think the long slot leading towards the tip bends the vortex a bit towards the desired location (turning vanes underneath the chassis).

    Further up the road we find a small vane/strake (yellow) that bends and splits airflow just ahead of the wheel. It boxes in airflow ahead of the tire to minimize influence on the airflow outside the tire wake. Ferrari very interestingly dropped the inverted horizontal gurney tab right on of the last element ahead of the tire, while it still was there during earlier tests and last year, and other teams still ran such a solution. This normally would create a rotating flow structure to push airflow even higher and more away from the tire. One possible explanation could be that Ferrari experienced stalling issues due to it. We’ll see if it returns later on.

    Cascades

    Like aforementioned, the current iteration of cascades were introduced during the 2013 United States GP. The intention back then was to trial run them for this season, with success now it seems.

    The inner side of the cascade consists out of 3 elements, with the edges stacked inwards of the cascade. They want to keep outside airflow attached to the cascade. This creates an ‘outwash’ that moves air away from the tire. Interestingly, Ferrari made a slot in the vertical fence (yellow). They possibly bleed off high pressure air from the “2 element” side of the cascade, avoiding airflow separation. Finally we have a small vane (light blue) that aids in up washing the air, as well as creating a vortex (red).

    Complete picture

    All these parts of the complete front wing are of course attuned to one another.

    Airflow around the endplate zone is quite complex. First off, airflow entering the first wing elements (blue) will be accelerated and both upwashed and outwashed, because the elements themselves are stacking in an outwards bend. This is a powerful flow. The airflow (red) coming from between the endplate and wing elements, will be caught in the former’s path and also bend away from the tire, the same as the low energy air (green) at the back of the endplate. The small low pressure zone behind the lip further enhances the effect. A very complex structure with a sole purpose: reducing wheel drag by diverting en masse air around it.


    The lower pressure airflow coming from underneath the cascade will suck in the airflow coming from the wing elements. Ferrari very carefully designed this tandem; if the low pressure airflow comes too close to the lower wing elements, the corresponding airflow could separate too quickly, possibly leading to downforce loss. Their aim is to get the airflow pulled higher up nearer the back of the wing.

    This wing as a total package is the result of roughly 2.5 year’s evolution; hence the incredible amount of detailing it received. During its ongoing progress Ferrari was plagued by issues that gave different results whenever they tried updates on track. If the signs are true, Ferrari might be finally rid of that bump in the road and updates on this wing will be there to stay.

    http://www.f1technical.net/features/...aaa59ff4825461


  5. #35
    Mercedes AMG F1 W05 front wing analysis

    By Andy Urlings on 03 Mar 2014, 22:44
    The W05 featured from its launch a surprising amount of detailing all around the car, with at its head a very elaborate front wing. Much too detailed to be just a wing for early-days testing, they left it unchanged for all pre-season winter tests. I believe this wing will not change a lot, most likely some small tweaks, between now and the first race in Melbourne, being a very critical part for the airflow structures all around the car. This allows for an in-depth analysis, which I broke down to 4 parts: the endplates, cascades, basic wing and the complete picture.

    Endplates

    In the months before any 2014 car was launched, it became clear teams would have a challenge with getting air around the wheel, avoiding drag and turbulent airflow coming from the wheel wake, because of a reduction of 75mm on both sides of the front wing. Many, including myself, believed teams would choose to sacrifice even more front wing area to create endplates that bended more aggressively to get air away from the wheel.

    Surprisingly, most teams chose not to. This is because they converged, throughout the years, to an “endplate-less” design. They for fill the mandatory bodywork that makes up the endplate, but actually let the front wing itself do most of the work in getting air around the tire. Still, since the endplate has to be there, teams utilize it to help the front wing in this aspect.
    Mercedes’ solution actually goes way back to its 2009 predecessor Brawn team. Just getting started with radical aero rules changes, they came up with a unique solution of 2 smaller endplates partly overlapping each other. That year included, Mercedes actually kept that very same design for 3 years, with only very subtle changes. Such was the efficiency of its design. Coming into 2012, they made changes to it, resembling more closely its current iteration:

    Being remarkably simple, it does have a few functions. Air coming from the lower wing elements gets leaked out in the gap in between the 2 endplates. The latter endplate meets up with the last 3 front wing elements, bleeding off more high pressure at that point. The endplates bend subtly outwards, just enough to direct air away from the wheel. Interestingly, Mercedes copied a solution from Lotus F1, adding a small flap to the latter endplate:

    Lotus came up with this solution, albeit in a slightly different form, at Spain 2013. Its purpose isn’t completely clear, but I believe it tries to keep the faster moving air coming from the outer edges of the first wing elements, close to the footplate, not interrupting with the slower moving air coming from the latter wing elements, which have a higher angle of attack. That way the higher pressure air doesn’t get sucked in the lower pressure air and avoids contact with the wheel wake. A vortex will probably also be created at its tip, further separating the 2 flows. It’ll probably create a little bit of lift and drag, but it should overall have a beneficial effect.

    Plain Wing

    The front wing itself is also a clear evolution from last year. They kept the same amount of elements, 5, but while only the upper element had a slot through and through, this year the 2 upper elements are just that.


    More elements and longer slots keep the wing from stalling at high angles of attack. While technically they can use that for higher angles of attack, I believe it’s more a solution to the turbulent air from the rotating wheel, which normally messes up the airflow beneath the wing. Bleeding off cleaner airflow to underneath the wing will help in keeping airflow underneath the wing attached, preventing sudden downforce loss.
    The endplate-less design becomes very apparent with the other parts removed. The outer edges of the elements try to roll up the airflow into a powerful vortex, accelerating air into an outwards bending flow. The upper element has its highest AoA nearer the edges, with a very interesting setup around it.


    First of all Mercedes added a small inverted gurney flap right on top of the element (highlighted in light blue) and also right in front of the tire. Air underneath it gets blocked, creating a rotating flow structure. This will push the rest of the air much higher, again to ensure minimal interference from the tire. They aid this process with what must be the most twisted carbon fiber piece on the grid (yellow). This piece spans over the 2 uppermost elements and together with the endplate boxes in airflow in the path of the tire, separating it completely from the other airflow. While this solution isn’t beneficial for downforce creation, it does help significantly in reducing wheel drag, and also creates a low pressure field behind it, sucking in air coming from underneath the front wing. Also note that the twisted vane is integrated in the wing flap adjuster, which curls back down to the middle element. Clearly a lot of effort has been put into this.

    The 2 elements that have slots through and through create a vortex at their tips. Last year Mercedes only choose to do so at the uppermost element, but this year they saw it needed to have 2 tips creating a single stronger vortex. This vortex passes along the Y250 line, a critical area for airflow moving to the splitter and floor.


    Cascades

    This part has been largely overhauled since last year, yet also keeping some trademark solutions. First of all, Mercedes dropped the r-winglet, which created a bit of downforce. Since downforce levels have been reduced, that winglet is less needed. The R-winglet also created another vortex along the Y250-line, but Mercedes felt a stronger vortex at the wing tips could do the job as well. We’ll see if the r-winglet pops back up during the season.

    Mercedes expanded the cascade attached to the endplate, added a J-part (yellow), added a small vertical turning vane (blue) and twisted all vertical pieces outwards, in an aggressive attempt to get again air away from the tires. Also note they kept the small flick at the middle plate of the cascade (red circle) (this was the inner endplate of the cascade in 2013), as well as the IR sensor (green).

    Complete Picture


    The parts I’ve spoken about of course don’t work on their own, but act in conjunction to each other. The mounting pillar of the cascades for instance is placed right in the path of the flap adjuster piece, directing air from the second it touches the wing. Vortices coming off the vanes and plates of the cascade set up airflow structures that close off even more the ‘boxed-in’ airflow ahead of the tire. The Y250 vortex will also meet up with the turning vanes underneath the chassis further down the road. And air between the endplates and wing elements gets nicely guided towards the last element which bends the airflow very aggressively away from -yet again- the tire.

    It also shows that modern front wings are just way more than downforce-production devices, acting as complex flow conditioners to both set up airflow patterns across the car and minimizing wheel drag.

    All in all this a very detailed front wing to start the year with. I don’t see any major overhauls coming just yet. However, with the team bound to recuperate more and more rear downforce across the season, they will have to gain the same amount out of the front wing. Changing the angle of attack isn’t as convenient as in the past, influencing airflow, forcing perhaps at one point to completely overhaul the front wing. However, for now they clearly have a strong base to build on.
    http://www.f1technical.net/articles/19180

  6. #36
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    Sauber trabajando en el tunel del viento (en inglés con subtitulos en inglés).



  7. #37
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    R. Dennis, confía en tener un diamante entre las manos:

    http://www.autosport.com/news/report.php/id/113072
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  8. #38
    Me extraña que no hayais puesto esta noticia:

    Otra más de Matestchitz:



    http://www.bbc.com/sport/0/formula-one/26721387


    Red Bull 'may quit F1', says owner Dietrich Mateschitz

    By Andrew BensonChief F1 writer

    Red Bull owner Dietrich Mateschitz says his company could quit Formula 1 if he is not happy with the way the sport is run. His remarks follow Red Bull driver Daniel Ricciardo's exclusion from the Australian Grand Prix and the adoption of new rules.

    Mateschitz said Red Bull's future in F1 was more "to do with sportsmanship and political influence" than finance.
    He said: "In these issues there is a clear limit to what we can accept." He also referred to the "inappropriate politicisation" of the sport.

    Red Bull have appealed against Ricciardo's exclusion from the season-opening race in Melbourne for using more fuel than is allowed under new rules. The appeal is to be heard on 14 April.

    Mateschitz has great influence in motorsport. He owns two F1 teams and has been instrumental in keeping the world rally championship alive through his company's investment.

    His remarks were made in an interview with the Austrian newspaper Kurier, in which he was asked under what circumstances Red Bull may end its involvement in F1.
    He replied: "The question is not so much whether it makes economic sense but the reasons would be to do with sportsmanship, political influence, and so on. "In these issues there is a clear limit to what we can accept."

    Mateschitz did not expand on his answer but Red Bull's involvement in F1 revolves around its two teams, Red Bull Racing and Toro Rosso. It is also promoting its own race for the first time this year, with the return of the Austrian Grand Prix at the Red Bull Ring.

    Asked if he felt his acceptable "limit" had been exceeded as a result of F1's new rules and Ricciardo's disqualification, Mateschitz said: "The team has lodged a protest. The fuel-flow sensor, which was given to the teams by the federation, gave divergent readings and it is inaccurate. We can prove the exact amount of fuel flow and this was always within the limits."


    Governing body, the FIA, warned Red Bull in Australia that all teams had been told they must stick to the readings given by the official sensor. Red Bull ignored the readings and ran the car according to readings given by their own measurements.
    The FIA has said that these can be used if it feels a sensor has a problem, but this permission was not given to Red Bull in Melbourne.

    Mateschitz also criticised the new format of F1, both in terms of the use of a fuel limit and in the sound produced by the turbo hybrid engines, which are much quieter than last year's naturally aspirated V8s. "You have to make F1 like it used to be - the top discipline of motorsports," he said. "F1 is not there to set new records in fuel consumption, nor to make it possible to have a whispered conversation during a race. "It is absurd to race a lap seconds slower than last year. GP2 partially provides more racing and fighting and almost equal lap times as F1 with a small fraction of the budget."

    Red Bull's four-year dominance of F1 has been ended by the new formula, which has lessened the effect of aerodynamics - in which the team excelled - and brought back engine performance as a differentiator.
    Red Bull's engine partner, Renault, is significantly behind Mercedes in both outright power and fuel efficiency.

    Mateschitz insisted Red Bull would be able to challenge the factory Mercedes team before long.
    "The work with Renault continues around the clock," he said. "In the next two or three weeks we will make a big step and reduce the gap to Mercedes. There are 18 races still to go. We will be back."
    Última edición por roller; 25/03/2014 a las 18:19
    "F1 has the right technology but the wrong image, while ironically Formula E is the opposite." - Joe Saward

  9. #39
    F1 2014, representación gráfica

    Mi blog sobre viajes a competiciones del motor
    http://racingtrips.wordpress.com/

  10. #40
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    Cita Iniciado por roller Ver mensaje
    Me extraña que no hayais puesto esta noticia:

    Otra más de Matestchitz:



    http://www.bbc.com/sport/0/formula-one/26721387
    Si hay una cosa que me fastidia, es que un individuo ponga sobre la mesa la carta del "too big to fail". Se les clarificó qué hacer en caso de que hubiera problemas, como a todos los equipos. Durante el GP se les volvió a indicar la medida de correción a tomar, en carrera se les vuelve a avisar, cuando se les debería haber mostrado la bandera "pirata". Y no contentos con esto, se pasan las advertencias por el "forro de sus caprichos". Ponen a un tío en el podium, que al final hay que "bajar", con todo el descrédito que esto supone, amén de "ventilar" un problema, que se podría haber "circunvalado" sin armar ruido excesivo, siguiendo las directrices FIA. Por eso pienso que en la vista de Apelación, incluso debería verse si con este comportamiento se ha "mancillado" el Art.12.11.c del Código Deportivo por poner "en solfa" al "deporte. Aunque me temo que no caerá esa breva.
    Última edición por llumia; 26/03/2014 a las 12:07
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  11. #41
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    C. Horner, no reconoce el carácter "regulatorio" de una Directiva Técnica, y así es, pero esta herramienta, ha permitido que se pueda llevar a cabo "el día a día" en el "Gran Circo". Si del veredicto de la Corte de Apelación, sale que las directivas no "sirven" para "nada", sería abrir la caja de pandora, en esta "nueva Fórmula" ya de por sí bastante cuestionada.

    http://www1.skysports.com/f1/news/24...winning-appeal
    Última edición por llumia; 26/03/2014 a las 12:22
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  12. #42
    Ya lo dije el año pasado. No me parecía ni medio normal que por ejemplo cuando Vettel hizo donuts, estando prohibidos, y de manera reiterada en varias carreras consecutivas no se le penalizase, y esto es una nimiedad en comparación con otras cosas que seguro les han pasado por alto pero no se han visto. Eso simplemente fue una muestra de que a RB se le permitía hacer lo que les saliese de las narices e irse de rositas y así con todo.

    ¿Qué pasa? que me parece que han tirado demasiado de la cuerda y han perdido todo el respeto a los jerifontes del circo y encima de manera pública y éstos han dicho por finnnnnnnnnnnnn : "hasta aquí hemos llegado", a buenas horas!!!!! , pero más vale tarde que nunca.

    Lo que no se es como no se les cae la cara de vergüenza y encima tienen las narices de hacer esas declaraciones. Es que están pidiendo de manera pública que se les deje saltarse las normas!!!! y que sino lo mismo dejan la F1, yo es que alucino, de verdad . Personalmente les echaba del circo.
    "El pie tiene miedo y vela por la seguridad del piloto" . Marc Gené. Spa 2012

    "Respeto es la posibilidad de aceptar tus defectos y tus virtudes sin poner en tela de juicio lo que ves en los demás, porque jamás obtendrás de otros lo que no eres capaz de darte tú mismo, ya que en la medida que lo logres serás capaz de otorgarlo a los demás..."


    " El sabio escucha y evita el insulto; el ignorante, en cambio, oye y responde"

  13. #43
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    M. Schmidt, en su blog, se pregunta si no habrá algo más detrás de la Apelación de Red Bull. Se pregunta si Red Bull, que no está contenta con esta "Nueva Fórmula" porque en ella hay cosas que se escapan a su control, podría crear una "Nueva Fórmula", junto con Bernardino, otro al que no le gusta esta "Fórmula Actual". Schmidt, va más allá y especula con una "Fórmula" con motores Cosworth V8, neumáticos Michelín, coches clientes, "aero" libre y por supuesto al margen FIA. Veremos si hay algo de esto.

    http://www.auto-motor-und-sport.de/f...g-8220999.html
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  14. #44
    Que hagan lo que quieran. La F1 es en la que estén Ferrari, McLaren, Williams, Sauber, Renault, Honda, etc, etc...

  15. #45
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    Anatema!, Herejía!...
    Qué es eso de que Bernie quiere una F1 paralela???
    Ahora si??? ... y hace 10 años no???... ...

    Pues ahora, que se jo.a y vaya a tito Brito a pedirle perdón y permiso ...

    Qu sigan mirando a otro lado mientras Mateschitz les siga llenando los bolsillos, y de paso, inclumpliendo los acuerdos, que es lo que han hecho durante los últimos 5 años

    Bernieeeeee...hay una silla con tu nombre.... (en el geriátrico, o en tu casa).
    Buscando la imperfección perfecta...

  16. #46
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    A "Tito Brito" creo que en lugar de perdón le pediría que redactara los Reglamentos

    Creo que tendría de su lado a un gran número de promotores. Pero de momento son todo especulaciones de "Herr" Schmidt. Aunque me hace pensar que nombre ya, incluso hasta el posible suministrador de cauchos
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  17. #47
    Lo de la Formula paralela ya se intentó con lo de los Formulas con equipos de Futbol que nadie seguía, con coches basados en el Ferrari de 2002.
    Si Williams, Ferrari y McLaren no cambian a la nueva fórmula, no tendrá éxito porque como bien comenta McDriver, ellos son la esencia de la F1.
    Mi blog sobre viajes a competiciones del motor
    http://racingtrips.wordpress.com/

  18. #48
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    Según L. Turrini, la petrolera Shell llevará un nuevo combustible al GP de Malasia para intentar ganar algún caballo más de potencia.

    En cuanto al sistema de Recuperación de Enegía hay peores noticias, la cosa va para largo, según Turrini, quizás hablamos de meses. También señala que le ha costado el puesto al responsable jefe de dicho sistema.

    http://blog.quotidiano.net/turrini/2...ez-e-sandokan/
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  19. #49
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    Como siempre esto cogerlo con pinzas. Un forero del foro Autosport ha escrito esto:

    I'm at the Ferrari F1 pre-race party and had a lengthy conversation with Pedro de la Rosa. Here's the summary:

    - he predicts Ferrari will be 2nd best behind Mercedes, very close with Williams and Red Bull.

    - he said RBR has a very good chassis and Sepang actually rewards good chassis more than top speed. I was actually quite surprised by this.

    - they have a new software that hopefully makes the PU more efficient.

    - Fernando lost 120hp the first 3 laps due to software issue so the rumours are true. He said the FIA constantly updates their software and they were caughtout. I asked why Ferrari didn't complain to the FIA or appeal the result and he said they (Ferrari) was supposed to have checked themselves before the race so it wasn't FIA's fault.

    - PU was already running at max in Melbourne, just not constantly. They might be able to run it longer in Sepang but much will depend on the software update
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  20. #50
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    Si es cierto que no han chequeado el "update" de la FIA... Mare de Deu!!!
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  21. #51
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    Si es cierto que no han chequeado el "update" de la FIA... Mare de Deu!!!

    ... Typical Ferrari

    ... y aún así cuartos en las tierras de OZ
    Buscando la imperfección perfecta...

  22. #52
    Bruji Piruji Avatar de GoVal
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    A Vettel le han concedido el Premio Laureus al mejor deportista del año. Junto a él se encontraba Marc Márquez que ha recibido el Laureus al deportista revelación. El chavalín estaba alucinando de verse rodeado de semejantes personajes.




    marcmarquez93 Marc Márquez 14 h
    Esto es demasiado!!! / This is too much!!!  pic.twitter.com/2Yplcvrpds




  23. #53
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    Una foto de Campeonato!!!!
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  24. #54
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    Una pieza de AMuS sobre algunos de los problemas del equipo Ferrari con la ECU (y la "señal" de la FOM):

    http://www.auto-motor-und-sport.de/f...i-8221348.html

    Por si no queréis pelearos con el alemán, un chico del foro de Autosport, ha realizado la traducción al inglés, de este artículo:

    Ferrari doesn't shout it from the rooftops, but the red cars were hindered by two problems, which possibly cost FA a podium.

    Its as mysterious as it is complicated. All revolves around the FOM signal in the standard ECU.

    One problem was DRS, for some laps it didn't work at both cars, despite they were closer than 1s to the cars in front of them at the measurement point. According Ferrari-Electronics Expert Dieter Gundel even today it's not clear what the root cause of the phenomenon really is.

    Usually induction coils measure the gap between two cars. The signal didn't arrive to the two cars somehow. It can happen, and drivers are, after being allowed from race management, to override the signal. It wasn't necessary because the system suddenly started to work.

    Second problem was more serious. Short explanation beforehand: The standard ECU allows 160 hp only over 100 km/h and does this by "de-rating" of the driver torque demand. Also, some controls of the steering wheel are blocked in the first lap.

    To shut down this status after the start, the standard ECU needs a time signal from FOM. This signal is at zero at the start and starts counting from turn-off of the start lights.

    Because of unknown reasons the time signal has been reset to zero at both Ferrari and some other cars. The ECU thought there was a start and de-rated the power of PU.

    The following happened exactly:

    Alonso had a top start, and at 144 km/h the time signal was set to zero. That's why he lost a place to Hulk, and also Kimi fell back.
    During the first eleven laps this problem came up regularly, always resetting the time stamp.

    Ferrari helped themselves by telling the drivers to push the overtake button, this worked on the straights. "But we lost the power at the beginning oft the acceleration, because the button works only one second after full throttle (99%) demand" explains Gundel. The problem solved only after the first stop, the system did an automatic reset and took over the correct racing time.

    This hickup did mess up also the consumption data. "We had suddenly the information that we didn't have consumed any fuel, at a moment where already 20kg must have been used."

    They had to hectically calculate the consumption by themselves.

    They had to rely on own measurements with the correction factor supplied by FIA. That was the reason that Alonso could not push as they wanted, and to stay safe, they had to generate a certain safety margin.

    For Malaysia, McLaren has changed the code from their Standard-ECU upon order from FIA, to make sure that the electronics doesn't react this way after faulty FOM Time signals.

    http://forums.autosport.com/topic/19...7#entry6642174
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  25. #55
    Senior Member Avatar de Mummu
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    No sé yo si ninguno de vosotros tiene la mosca detrás de la oreja con estos "problemas de software de la FIA", que sólo ocurren a los "no favoritos" ni tocados como "elegidos para el triunfo" por el innombrable y el Bernie. Raro, raro...Y fijaos que yo no suelo ser conspiranoico, sino lo siguiente...Apesta...

  26. #56
    Cita Iniciado por GoVal Ver mensaje
    A Vettel le han concedido el Premio Laureus al mejor deportista del año. Junto a él se encontraba Marc Márquez que ha recibido el Laureus al deportista revelación. El chavalín estaba alucinando de verse rodeado de semejantes personajes.




    marcmarquez93 Marc Márquez 14 h
    Esto es demasiado!!! / This is too much!!!  pic.twitter.com/2Yplcvrpds




    Espectacular! Han dado premios a Doohan o Fittipaldi?
    Mi blog sobre viajes a competiciones del motor
    http://racingtrips.wordpress.com/

  27. #57
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    Espectacular! Han dado premios a Doohan o Fittipaldi?
    Eso mismo he pensado yo también... ...

    Será por eso, por lo que todos están tan coloraos??? , parecen langostinos recién sacados del minuto en agua hirviendo
    O será porque el fotógrafo es daltónico , hasta lo verde se ve casi rojo
    Buscando la imperfección perfecta...

  28. #58
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    No sé yo si ninguno de vosotros tiene la mosca detrás de la oreja con estos "problemas de software de la FIA", que sólo ocurren a los "no favoritos" ni tocados como "elegidos para el triunfo" por el innombrable y el Bernie. Raro, raro...Y fijaos que yo no suelo ser conspiranoico, sino lo siguiente...Apesta...
    ... ... yo creo que no.

    Algunos casos son tan particulares, que al que le tocan ... ... son los conejillos de indias de esa casuística ......

    Lo cual no significa que, con el particular software de cada cual, eso mismo u otra cosa distinta, le pueda pasar por otra vía de iteracción

    Este año va a estar trufado de "cosas raras de soft", son demasiadas cosas nuevas y todas a la vez ......

    Hasta que ... ... nos hagan comulgar con Marte (las ruedas de molino ya se usaban para comulgar en F1 en los años 90... ... roto2rie:, y ruedas de "MegaCamión Minero" en los 2000 )
    Buscando la imperfección perfecta...

  29. #59
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    Los equipos con motorización Renault y Ferrari utilizaron una versión de la ECU distinta a la empleada por las motorizaciones Mercedes (ver archivo .pdf [ZiA]). Si no recuerdo mal, me pareció ver que D. Kyvat en alguna vuelta también tuvo problemas con el sistema DRS.
    Alonso carried his Renault to third place in Singapore. After Vettel and Rosberg wrecked their own races, he seized a podium from a car that did not deserve it.

    That is the difference between the great and the merely good.

    Martin Brundle (Sing '09)

    "Alonso has been brilliant all weekend, absolutely brilliant". "A driver not always easyto love, but very easy to admire".

    Martin Brundle (Sing '10)

  30. #60
    Bruji Piruji Avatar de GoVal
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    Pongo este curioso vídeo aquí porque no sé exactamente dónde ponerlo. Seguro que deivison se va enterar más que cualquiera de los demás de todo lo que dicen.



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